Internal-combustion engine.



No. 876.11.72. i PATENTED JAN. 14,1908. H. A. MILLER'az. P. M. ADAMSON,

INTERNAL GOMBUSTION ENGINE.

APPLIUATION FILED SEPTN'L 1906.

lll lll -yflllllllll/ UNITED sTATEs PATENT oEEioE.

HARRY A. MILLER AND FRANK M ADAMSON, OF PASADENA, CALIFORNIA, ASSIGNORS OF FORTY ONE-HUNDREDTI-IS TO FRANK P. HARRIS, OF PASADENA, CALIFORNIA, AND FORTY ONEeHUNDREDTHS TO A. T. HAY AND TWENTY ONE-HUNDREDTHS TO HARRY A.

INTERNAL-COMBUSTION ENGINE.

Speccaton of Letters Patent.

Patented Jan. 14, 1908'.

Application filed September l1. 1906. Serial No. 383.237.

up stroke, a partial vacuum is formed in the compression r crank chamber and a back pressure exists at the exhaust port and as the exhaust port in the cylinder is usually arranged substantially opposite the intake port, there is a movement of gas across the clylinder, around each side of the piston from t e exhaust port' to the intake port, which retards and restricts the exhaust of spent gas, and reduces the vacuum in the comression chamber, and impoverishes the unlgnited lgas in quantity by reducing the vacuurn, and also in qualityby the admixture therewith of the retained spent gas, thus reducing the power of the engine and reducing economy. The main object of the invention is to eliminate these disadvantages.

Referring to the accompanying drawings Figure 1 is a vertical section through one form of two cycle engine embodying the invention; such details of the engine as are unnecessary to an understanding of the invention being ornitted.- Fig. 2 is a vertical section through the piston. Fig. 3 is a transverse section on line r3- r3 of Fig. 1. Fig. 4 is a vertical section through the piston showin another forni of the invention.

he cylinderl 1 of the engine is provided with exhaust port 2 and inlet port 3 which are about in line on opposite sides of the cylinder. The cylinder has a by-pass I communicating with the port 3. The piston 5 is a trunk piston andhas a by-pass port 6 formed in lts side wall and arranged to reg ister with by-pass 4 when the piston is at or near the bottom of its stroke. v

When the piston is at the bottom the compressed gas in the compression chamber, guided by a curved baiile plate 7 formed in the piston, rushes through port 6'into b -pass 4 and issues through port 3 into the cy inder,

in Internal-Combustion Enbeing deflected by a deiiector 8, and drivesl out the spent gas through port 2. As the piston moves up it closes orts 2 and 3 and y-pass 4 and compresses t e gas for ignition,

produced'in the crank chamber and lower,

vpart of the cylinder during the upward movement of the piston causes the fresh fuel to rush in through port S into the lower part of the cylinder .and the crank case. This fuel which has thusentered is com ressed when the piston moves dow-n and is a mitted through the piston to the cylinder above the piston as before described.

In order to prevent the transverse movement of gas referred to, both sides of the lpiston have longitudinal recesses 1 0 which receive plates 11 which are iirmly pressed against the cylinder walls by a coil spring 12 arranged in the hollow crank pin 13. These plates slide u and down with the piston, and having c ose contact with cylinder wallsbetwe'en `exhaust port 2 and inlet port 3, shut off'communication around the sides of the piston between these two orts and prevent the lateral movement o gas from the exhaust port to the inlet port. Theseplates are located on a line at right angles to a line between the inlet and exhaust ports. Heretofore these two ports have been extended over a less arc of cylin-4 der wall than desirable in order to increase the circular distance between them to minimize the transverse leakage referred to; and it is obvious that With this invention the arc of the ports can be increased tothe desired point for quickness of opening and closinff as the transverse leakage is revented.

If. desired the plates 11 can e pressed out by flat springs 14 as shown in Fig. 4.

What We claim is:-

1. A cylinder, a piston therein, the cylinder having inlet and exhaust ports in opposite sides thereof which are opened and closed by the piston, lates carried by the iston and extending Ilongitudinally thereo said plates having their entire area of wearing soV cylinder having inlet and exhaust site points of the piston, and on a line at right angles to a line between the inlet and exhaust ports, Jfor preventing leakage between the inlet and exhaust ports circumferentially of the piston. v y

3. A cylinder, a trunk piston therein, the orts Which are opened and closed by the piston' "and having a by-pass port, the piston-having a port Which periodically registers with the.\

1luy-pass port, and means free from all said f ports between the piston and cylinder tor preventing lateral leakage circumferentially of the piston between said inlet and exhaust ports.

` 4. A cylinder7 a cpiston therein, the cylinder having inlet an exhaust ports which are opened and closed by the piston, the piston having longitudinal recesses, plates in said recesses, and a coil s ring extending through the piston and bearlng against the plates to hold them a ainst the cylinder.

'5. A cylinc er, a piston therein, a hollow wrist pin in the piston, the cylinder having inlet and exhaust ports which are opened and closed by the piston, the piston having longitudinal recesses, plates in said recesses, and a coil s ring in the Wrist in and extending througi the piston Walls and bearing against the plates to hold them against the cylinder.

In testimony whereof,. We havehereunto setl our `hands at Los Angeles California this 21st day of August 1906.

' HARRY A. MILLER.

FRANK M. ADAMSON.

In presence of- GEORGE T. HACKLEY, FRANK L. A. GRMIAM.` 

